Hydraulic-elevator speed-regulator.



No. @11E-R544. Patented Jan. 2

W. W. DULITTLE. HYDHAULICJELIEVATUR SPEED BEGULATR.

(Application led May 29, 1897.)

5 Sheets-Sheet l.

(No Windel.)

INU. Elm-R544. Patented 1an. 2, |900.- W. W. DUDLITTLE.

HYDRAULIC ELEVATB SPEED REGULATOR.

(Application led May 29, 1897.)

(No Modal.) 5 Sheath-Sheet 2.

ws Noms Unas cn nom-umn., wAswNmoN. u c.

(No Model.)

Patented 1an. 2, |900.

W. W. DLITTLE.

HYDRAULIC ELEVATUR SPEED REGULATOR.

(Application filed May 29, 1897.)

No. 6443,544. Patented lan. 2, |900.

W. W. DULITTLE. HYDRAULIC ELEVATUR SPEED REGULATOR.

(Application filed May 29, 1897.)

(No Model.) 5 Sheets-Sheet 4.

mi Nouns pasas co, Nom-urna.. wm NNNNNNNNNN c.

Patented Jan. 2, |900.

W. W. DLH'TLE.

HYDRAULIC ELIEVTUR SPEED REGULATOR.

(Application led May 29, 1897.) (No Model.) 5 Sheets-Sheet 5.

TH: mms PE1-ms no. Pumomno.. msnmamw, n. c

Taklfhd lWILLIAIlI lll. DOOLI'ITLE, OF CHICAGO, ILLINOIS, ASSIGNOR, BYMESNE AS- SIGNMENTS, TO THE OTIS ELEVATOR COMPANY, Oh NEIY JERSEY.

llllylIlHAULlCELlEV/TOR SPEEDWREGULATOR.

SPECIFICATION forming part of Letters Patent No. 640,544, dated January2, 1900.

Application filed May 29, 1897. Serial No. 638,824. (No model.)

To all whom t may concern.-

Beit known that l, XVILLIAM W. DooLrr- TLE, a citizen of the UnitedStates, residing in Chicago, Cook county, Illinois, have inventedcertain new and useful Improvements in Hydraulic-ElevatorSpeed-Regulators, of which the following, taken in connection with theaccompanying drawings, is a specification.

Various constructions have been heretofore ro proposed for regulating orcontrolling the speed of the elevator-car and preventing its exceedingacertain predetermined maximum. Amon g other diiiiculties which have beenencountered in the use of these prior construcr 5 tions there are two inparticular which I desire to note and which it is the object of myinvention to overcome.

The iirst difficulty of the two referred to arises from the necessaryrelation between zo the control exercised by the speed-regulator and thegoverning action of the operatingvalve. To make this point more clear, Iwould refer to the diagram shown in the accompanying drawings, which ismarked Figure l, in which l represents the passage-way through whichfluid is supplied to the operating-cylinder, the fluid flowing in thedirection indicated by the arrow. As a diagrammatic representation ofthe operating-valve I have 3o shown a vertical sliding gate 2, adaptedto be moved up and down to open and close the fluid passage-way. At 3 Ihave shown another vertically-sliding gate or valve, which is torepresent the valve mechanism of a speedregulator. TWhen it is desiredto start the elevator-car, the speed-regulator valve 3 will of course bein the open position and the operating-valve 2 will be closed, thegradual opening of the operating-valve 2 not being at this 4o time inany way interfered with bythe valve 3. lille will suppose next thatvalve 2 has been opened wide and the car has attained a speed at whichthe regulator will begin to act to close oif the opening' at the valve 3and that such closure continues until there remains but one-fourth ofthe fullsize of the passageway freely open. It is obvious that if nowitbe desired to stop the movement of the car the operating-valve 2 willhave to be closed 5 o nearly three-fourths of the way before anyappreciable effect will be produced on the m ovement of the car. Inother Words, as may be seen from the above explanation the operation ofa speed-regulator arranged as shown in Fig.

l interferes with the perfect control of the movement of the car throughthe operatingvalve7 and it is to be noted that this objectionable resultwill be produced in every case where the speed-regulating valve and theoperating-valve proper are arranged to restrict 6o the fluid passage-Wayat separate and distinct points whether the operating-valve be placedbetween the speed-regulating valve and the cylinder, or vice versa. Thesame difficulty arises in any construction in which,while controllingthe same port or ports, the speed-regulatin g valve has a movement sorelated to that of the operating-valve that when the speedregulatingvalve is partly closed the operating-valve must move to a point ofclosure ap- 7o proXimat-ely the same as has been reached by thespeed-regulating valve before it begins to take eifect. For example,supposing in the arrangement shown in Fig. l the vertically-movingsliding gates were constructed to operate on opposite sides of asingle-ported partition controlling the same port or ports through thesame, then when the speed-'regulating valve had half-closed the openingthe operating-valve would have to travel through So one-half of itsentire or normal stroke before it would begin to produce any effect onthe movement of the car. On the other hand, if the speed-regulatingvalve or in this case the sliding gate be constructed to open in adirection at right angles to the direction of movement of the slidinggate of the operating-valve (still supposing them to be arranged onopposite sides of a single-ported partition, so as to control the saineport or 9o ports) the partial closure effected by the Speed-regulatingvalve will in no Wise interfere with the control exercised by theoperating-valve at any part of its stroke-i c., the operating-valve willbegin to produce an effect 9 5 on the caras soon as it starts to move,the port which it controls having been simply made narrower and notshorter. Approximately the same result could be obtained if the twosliding gates were arranged to move roo in the same direction onopposite sides of a single partition containing a large number of portsif the speed-regulating valve be ,conf structed with an equal number ofports registering With the first-named ports, so that on movement itwould partially throttle each small port, but still leave theoperating-valve free to exercise the requisite control over thepassage.- way `throughout the Whole of its travel.

From the above it may be clearly seen that while to overcome thedifficulties mentioned it appears to be necessary that thespeed-regulating valve and the operating-valve should act uponthe saineportorports, and while it would seem simplestto accomplish this byarranging the two valves to act upon the same port or ports in differentdirections-say at right angles to each other-the latter element ofconstruction is not soessential, but-may be replaced by some other plan,if preferred, -provided only that the construction be always such.thatthe speed-regulatingvalve maydiminish the fluid passage-Way in amanner which will not interfere with the-normal action of theoperating-valve at any portionv of its movement.

.The second difficulty to -iwhich I have above referred arises under thefollowingconditions:

Supposin'g the operating-valve 4to be .wide

comes materially reduced the speed-regulat- C ingivalve, if it operatessuddenly, will by a rapid Qpening permit a sudden increase in theypressure in the passage-Way, and thereby cause violentlurching ofthecar. To better illustrate this, I have constructed a diagram markedFig. 2, in'which the line 4 represents the gradual closure of theoperating-valve to step the car when there is no interference from anyspeed-regulating valve, and vthe dotted line marked 5 represents theaction of thefluid and the consequent movement of the car which isproduced-when the speed-regulating valve opens suddenly as soon as thespeed of the car begins to be reduced from the closure 4of theoperating-valve, the violent' withoutzinterference from or with 4theother andstrof construct the speed-,regulating valve mechanismy so` asto permit the saine to be closed` as rapidly as-the circumstances offthe casein/ay require, but to prevent its being suddenly opened whenthe speed of the car besn'tcdreasefand thus toavoid the violent lnrchingof the car'whch has been above lspeed-regulating valve.

tion, .the scope of which will be .particularly pointed out in theclaims, reference may now be had to the balance of the accompanyingdrawings, in whichi Fig. 3 represents a side elevation of the end of ahorizontal elevator-cylinder having my improvement applied thereto, themeans by which the movement of the speed-regulating valve is securedbeing in this figure a common form of revolving ball-governor. Fig. 4 isa vertical section through the operating-valve, showing the applicationof the speed-regulating valve thereto. Fig. 5 is a vertical sectionvthrough the dash-pot which I use to prevent the sudden opening of theFig. 6 is a section taken on the line 6 6 of Fig. 4. Fig. 7 is ahorizontal section on the Vline 7 7 of Fig. 4. Figs. 8 and 9 are an endand side view, re-

spectively, of a modified form of mechanism foractuatingmyspeed-regulatorvalve. Fig. v10 is a section showing a detail of thelastmentioned modiication; and Figs. l1 and 12 are a side and end view,respectively, of still another modified form of mechanism for actuatingmy speed-regulator valve.

Referring now more particularly to Fig. 3, it will he seen'that there isshown an eleva `tor-cylinder 7 ,to which is attachedan operating-valveSand operating in connection with which ,there is aiball-governor9,connected by means ,of gearing andlevers with the rocker-arm 10.Returning to Fig. 4, it will be seen that my operating-valve consists ofa piston-valve operating Within a cylindrical casing 11, in which areaseries of ports 12. Surrounding this cylindrical casing I `have provideda `rotatable cylinder 13, `having therein ports adapted to register Withthe IOO ports in the cylindrical casing 12, and thereby control theextent of Vopening of the latter. The vcylindrical sleeve 13 isconnected with .the shaft 14 of the rocker-arm v10 by means of the link15 and the additional rocker-arm 16, so that as the ball-governor 9moves the rocken-arm 10 up or down the sleeve 13, sur rounding thecylindrical casing 11, will rotate to open or close the ports of theoperating-valve.

The controlling-valve proper coni.`

IIO

sistsof four pistons, the two innerones of which I;have marked 17 andthe outer ones 18. The voperation of this valve is not new, and initselfconstitutingnopart of my present invention will not be describedwith much detail herein. No. 19 is the inlet and 20 the exhaustpassage-way, 21 being the opening leadingto the elevator-cylinder. Ifnow the pistons 17 be moved to the right to the extreme limit Of theirtravel, the fluid-pressure will iiow in from 19 through the ports 12 tothe cylinder connectionV 21 and operate the car. When the pistons 17 aremoved to the lef-t, the fluid-pressure will escape from the cylinderthrough-the ports 12 to the exhaust opening or cavity20 and produceareverse movement of the car. Now whichever way the car is moving,whether up or down, if the speed of the same becomes too great the morerapid rotation of the ball-governor raises the rocker-arm l0 and bymeans of the connections l5 and I6 rotates the sleeve 13, partiallythrottling the openings I2. Attention is now particularly called to thefact that by the arrangement shown and described this throttling of theopenings l2 is done in such amanner as not to interfere in any way withthe operation of the operating-valve. Thus the movement of theoperating-valve pistons 17 is at once effective in governing theoperation of the car and continues its control through the entire lengthof such movement, whereas if the speed-regulating mechanism hadthrottled the openings in such a Way that it would be necessary for theoperating-pistons to move through any material portion of their strokebefore taking effect upon the area ofthe fluidpressure passage theresult would be a serious interference with the proper control of theoperation of the car. To illustrate this, let it be supposed (referringto Fig. 2) that the distance from a to b represents the time consumed inmaking a normal stop. If the operating-valve has to travel, say, throughonehalf of its stroke before it takes effect, the available time of thestop will be shortened one-half, whichI have represented by the diagramline marked X, a result obviously not favorable to smoothness orcertainty7 of operation.

Referring now again to Fig. 3, it will be seen that to the lower end ofthe governor-rod 22 I have attached a motion-retarding device in theform of a dash-pot plunger 23, operating within a dash-pot cylinder 24.(Shown more in detail in Fig. 5.) In the plunger 23 I have arranged apassage or opening controlled by a checkfvalve 25, which permits theupper movement of the daslrpot and the consequent closing of the ports12l as rapidly as may be necessary for checking the speed of the car,but which when in closed position, by reason of the small orifice 26,only permits the opening of the ports l2 very slowly, for reasonshereinbefore explained.

Referring new to Figs. 6 and 7, it will be seen that the rocker-shaft liis arranged with a stuffingbox 27, so as to prevent leakage around thesame, and, as shown in Fig. 7, I have provided adjustable stops 23,constructed to engage a projecting lug 29 on the sleeve 13, whichobviates excessive movement of the same.

In the construction heretofore described I have shown a speed-regulatingvalve orsleeve 13 as operated by a ball-governor 9. It is possible tosecure the movement of the speedregulating valve or sleeve by othermeans-- such, for example, as a moving vane or float within thefluid-pressure passage-way. One form of such an arrangement I haveillustrated in Figs. 3, 9, and lO, 30 being the mow ing vane introducedin the fluid passage-way 3l, leading to the elevator-cylinder.. Thisvane 30 is connected by means of a rockershaft and -suitable arms to therockerarm 10 and has for the purpose of keeping it normally in a centralposition a couple of springs 32, provided with adjustable nuts 33.Attached to this rocker device is the dash-pot plunger 23, whichoperates substantially in the manner hereinbeforc described inconnection with the ball-governor mechanism.

The operation of the last form is as follows: As the speed of the carincreases the flow of the fluid through the passage-way 3l becomes morerapid and causes a deiiection of the vane 30 to one side or the other,depending upon Whether the car is going up or down, and the deflectionof the vane 30 by means of the connections to the rocker-arm l()operates the rotating sleeve 13, before described.

In Figs. l1 and l2 I have shown still another modified form of mechanismfor actuating my speed-regulating valve.` In this construction a piston34 is connected to the valvearm l0, and this piston being balancedbetween the pressure in the elevator-cylinder (admitted through the pipe35) and the spring 3G responds to every variation in thecylinderpressure to open or close the regulating-valve, and thus controlthe speed. This arrangement, however', constitutes no part of my presentinvention, but forms the subjectmatter of an application filed byRichard T. Crane, and is therein more fully described.

IIaving thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is-

1. In a hydraulic elevator the combination with a car, a cylinder, asupply and exhaust port for said cylinder, and an operating-valve and aspeed-governor valve both controlling said port, of manual and automaticdevices connected with said car and operating said valves, substantiallyas described.

2. In a hydraulic elevator the combination with a car, a cylinder, asupply and exhaust port for said cylinder, and an operating-valve and aspeedgcvernor valve both controlling said port, said operating-valveacting in one direction and said speed-governor valve acting in adifferent direction, of manual and automatic devices connected with saidcar and operating said valves, substantially as described.

3. In a hydraulic elevator the combination with a car, a cylinder, asupply and exhaust port for said cylinder, and an operating-valve and aspeed-governor valve both controlling said port, of manual devicesconnected With said car and operating said operating-valve, andautomatic devices constructed to operate said speed-governor valve,substantially as shown and described.

4. In a hydraulic elevator the combination with a car, a cylinder, asupply and exhaust port for said cylinder, andan operating-valve and aspeed-governor valve, both arranged to control said supply and exhaustport, of man ual devices connected with said car and op erating saidoperating-valve, automatic de- IOO IOC

vary the size of said port, manual devices conx nected with said car tooperate said operating-valve,- and automatic devices constructed tooperate said speed-regulating valve.

WILLIAM W'. DOOLITTLE.

Witnesses:

T, F. KENNEDY, PAUL SYNNESTVEDT;

